• Journal of Navigation and Port Research
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• v.33 no.8
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• pp.595-602
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• 2009

The aim of this study is to identify the difference of the customer satisfaction before and after establishment of Busan Port Authority with focus on container terminals in Busan Port. As a result, the customer satisfaction varies according to customer types, and it has been changed followed by container port environment. Therefore suitable strategies have to establish, i.e. berth number for large shipping company, connectivity for feeder company, and activity of customer attraction for terminal operating company.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2003.05a
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• pp.217-222
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• 2003

Port Authority System has been regarded as one of the most efficient ways of port administration. The Korean government is now planning to setup PA system in Busan. Busan New Port is located in Kadok Island the ownership of which Busan City and Kyongnam Province have partly of jointly. So The new PA system is expected to have many complicated problems between Busan City and Kyongnam Province in many aspects. The purpose of this paper is to provide an empirical methodology about the best approach to these problems using AHP(Analytic Hierarchy Process).

• Journal of Navigation and Port Research
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• v.33 no.10
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• pp.743-756
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• 2009

This paper tries to analyze how the governance institutions of the Port Authority of New York and New Jersey overcome agent problems in public agencies based on the Principal-Agent Theory, and find the implications that will be helpful to the governance of port authorities in Korea. The Port Authority's governance is characterized by decentralization of personnel rights, open meetings policy, freedom of information policy, public hearings, and fiscally self-supporting system. Those characteristics are helpful in overcoming the agent problems of public agency, such as adverse selection, moral hazard, and complicated external structure, through reinforcing of monitoring agent by principal, easing of information asymmetry between principal and agent, and clarification of organizational ownership structure. Those characteristics may give many implications for the design of governance structures of port authorities in Korea.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2000.10b
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• pp.75-87
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• 2000

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2000.08a
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• pp.237-243
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• 2000

• Journal of the Korean Institute of Navigation
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• v.17 no.3
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• pp.1-14
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• 1993

The master of ship is always authorised to perform whatever acts are ordinarily necessary for the safe and proper prosecution of the voayge with regard to both ship and cargo. In other words, when a ship is away from her home port, where her business was managed, the master generally carried the owner's authority, and ordinarily he had power to enter into engagements, on their behalf, for carrying goods in the ship, or for letting her service, provided those engagements were consistent with the usual manner of employing her adopted by the owners. Accordingly he has always to decide onboard for an adequate applying of statutory law and cases whenever he acts. But the master would appear to have no such autho-rity where he can communicate with the owners without difficulty as, now-a-days, he nearly always can. This paper, therefore, intend to review some guidance of his authority in accordance with the Korean Code of Commerce as well as precedent based on it. The paper is also simply to place at the disposal of young shipmasters and those who aspire to command some legal information concerning limit of master's authority away from vessel's home port through legal commentation on the precedent, which may assist them to a better understanding of the many problems they may be faced with in the course of their ca-reers. In order to make an efficient study of legal structure concerned for shipmaster's authority, several up-to-date precedents are selected and described herein by writer's opinion for preventing unreasonable legal dispute in this field before courts in future.

• Journal of Navigation and Port Research
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• v.45 no.2
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• pp.75-86
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• 2021

This paper intends to evaluate the policies which are considered necessary to enhance the T/S competitiveness of Busan's port, and thereby present suggestions to the government which would best implement the results of this research. This research first raises the claim that the majority of the following four conditions: location of the port, port productivity/service level, status of network with overseas ports, and cost competitiveness, should be satisfied in order to maintain a competitive T/S port. Based on these four conditions, seven policies, which are individually pertinent to the four conditions, have been drawn up for proposal, and they are also analyzed in the survey, where all the eligible samples participate to ensure if they are effective in enhancing the T/S competitiveness of Busan. Proposed important policies are a) Terminal operator integration, b) port infrastructure expansion, c) global carriers owned terminal operation, d) enhancement of national carrier's competitiveness, e) feeder carriers' owned terminal operation in new port, f) institutional support for effective and convenient environments for handling T/S cargo, and g) volume incentive expansion. From the analysis by which all the relevant parties (Carriers, Terminal Operators, Port Authority) are answered, it was found that all the seven policies have relevance in strengthening the transshipment competitiveness of Busan's port. Whereas in the analysis that uses AHP methodology to compare the significance among the different policies, it was found that terminal operator integration has the highest priority in terms of increasing transshipment competitiveness.

• Journal of Navigation and Port Research
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• v.31 no.9
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• pp.801-806
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• 2007

The analytical hierarchy process (AHP) enables decision makers to represent the interaction of multiple factors in complex and unstructured situations. The process requires the decision maker to develop a hierarchical structure of the factors in the given problem and to provide judgments about the relative importance of each of these factors and ultimately to specify a preference for each decision alternative with respect to each factor. The research presented in this paper applies the AHP to identify key players in promoting port competitiveness. The literature survey revealed four major criteria and 15 sub-criteria. The four factors are cost, service quality, facility/capacity and economic-social variable. 150 questionnaires suitable for AHP analysis were made and 77 were returned. It is found that in terms of cost, the first key player is terminal operator and the second key player is shipping companies calling Busan port; in terms of service quality, the first key player is terminal operator, and the second key player is shipping companies calling Busan port; in terms of facility/capacity, the first key player is port authority and the second key player is terminal operator; in terms of economic-social variable, the first key player is terminal operator, and the second key player is shipping companies calling Busan port.

• Proceedings of the KOR-KST Conference
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• 1996.06a
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• pp.233-244
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• 1996

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2000.08a
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• pp.1-16
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• 2000